Hey Kevin, if you can get 1100 barrels, take this one with the 1100 Gaskets, its much better.
When you take the 1000 barrels, you must take the gasket and the o-ring.
which one you take is not important for the head.
With the 750 Heads you have also more torque.  
By the way, in germany the 1000 gaskets are out of order in the moment!!! or for the whole future, i dont know!
greetings Sepp

Hello Sepp

I have found a supplier of replica cyclinder head gaskets for the XV1100. They are M&P based in the UK. http://www.mandp.co.uk/

The gaskets are very specific to the year of manufacture of the bike the barrels came off. Almost every year has a different gasket. Luckily I know my barrels came of a 1992 bike so have ordered the gaskets.

Once again. Thank you for your help.  

Regards
Kevin

Die Flächendichtung der XV 1100 kann man natürlich auch selber machen, aus Alu oder Kupfer, mit
Stärke wie man will, logisch. Hab ich bei meinem 1200er Motor auch schon, da die Bohrung 102 mm
ist. Aber für Serie völliger Quatsch, die Kopfdichtung für die 11er gibt es ja und ist mehrfachverwendbar.
Für die alte Version TR 1 geht das nicht, da das wichtigste ist, daß Kopf und Zylinder auf "Block" gehen, also
zusammengeschraubt sind und das geht mit einem eingelegten Ring nicht. Nein übersetzen tue ich das nicht.............
Eine Flächendichtung auf den TR 1-Zylinder geht natürlich auch nicht.

Kdermy: all xv 1100 gaskets and also the gasket for the bt 1100 are the same.
S.

Additional photo

New painted and polished 1100cc engine.

New chrome and badge

You did a great job. Fine motorcycle. Much better than new.

Regards,

Stefan

Hello Greg

I am still running it in so haven't pushed it yet. But the immediate feeling is of more torque.

When I have run it in properly I will come back to you and let you know my impressions.

Regards
Kevin

Sounds mighty tempting - especially the torquey-bit. As soon as mine is starting to use some oil (or the Winter is too long, which is more likely) I might venture down that route next year.

Cheers,
Greg

All

The bike is now fully 'run in'. I was asked for my impressions of the bike with the increased capacity so here goes.

The difference is immediately noticable as you pull away. The torque is higher and the bike pulls moothly from very lower revs.

At 30mph, the typical urban speed limit, my bike used to feel as if it was struggling in 5th gear. I used to drop into 4th. With the increased engine capacity it is very comfortable in 5th gear at 30 mph.

At 60mph if I wanted to accelerate quickly I normally dropped into 4th, accelerated then went back up to 5th. Now I don't need to drop a gear.

The acceleration between 60mph to 80mph is also much improved. At 80mph it feels like it still wants to accelerate. The power delivery is also very tractable and smooth.

It feels as if there is an all round improvement to the power delivery. It is a nicer bike to drive.

I have kept the origibnal TR1 heads. Sepp says would be a further improvement if I fitted 750 heads. I think I may do that next winter. For the moment I will just enjoy driving.

I thought there must be a downside and I expected much worse fuel consumption. My TR1 used to do 56mpg, which is pretty good. I have just done a fuel consumption test over 180 miles and the current engine now does 64mpg.  I can only put the improved fuel consumption down to being able to use lower revs most of the time.

Thanks for all the support.

Regards
Kevin

Quote from kdemery on 24.07.13 at 11:53:24:


This may be fun but, honestly, You should avoid such low revs, regarding the oil pressure and the oil supply to the upper parts of the motor. Don't allow the engine to drop under 3.000 rpm under normal conditions. I'm not talking about rolling down a slope, but just riding .

You really did a great job and much work. So enjoy the summer.

Hope to see You in France,

Stefan